Aston Martin has taken a giant leap into true blue driver’s car territory with the new Vantage. Never before has Gaydon departed so clearly from its traditional preference for fairly laid-back, long-legged, old-school front-engined GT sports cars than it has here.

So much about the new Vantage – from its first-order performance level to its tight, tenacious body control, to its impressively advanced driveline specification and its on-track composure, handling precision and staying power – tells you loud and clear that it’s ready to transform Aston into a firm that can be taken seriously by real petrolheads who’ve stuck to their Porsches and upper-level BMW M cars.

Never have you been able to drive a series-production Aston as hard as this, or really contemplate using one like you might a track-ready 911. Partly perhaps as a result of all that newfound grip and purpose, the car doesn’t quite overcome the limitations of its size and weight and involve like the greatest driver’s cars when driven on the road – but it certainly enriches everyday use as a super sports car should, and as only an Aston Martin could.

Its performance level is exceptional, without compromise to driveability. Its handling is equally outstanding: a special mix of track-ready purpose, with on-road compliance, precision and stability – and enriched by wonderful control feedback.

Consequently, it is hard to justify the premium in pure subjective terms. But for those not concerned with money, the S’s range-topping performance – which beats even the 918 Spyder’s 0-62mph time - and prestigious badge will help to justify the premium.

And it has produced a very rare breed of mid-engined exotic as a result: one that doesn’t shout about its potential or impose itself on your senses, but is instead a very mature and complete driver’s car.

The Audi R8’s technical relation to the company’s motorsport efforts is clear. The car is a visceral, singular tribute to power and performance, noise and revs, grip and traction. It’s hugely exciting to drive, although not quite as rounded, communicative or usable enough as the very best super sports cars.

The steering is too light and the engine itself lacks the racey character, but it’s effortlessly fast and flaunts both low-end torque and high-end power. It may be the first rung on the ladder but it’s as deserving of the badge on its nose as any.

Of course, there would be times when you’d grow tired of its high-adrenalin temperament and lack of civility, sure, but the highs would outweigh those occasions. But the car is so capable – as capable as cars twice its price – it is extremely lovable, even if not quite as delicately beautiful to drive as a 911 Turbo.

The car’s steering feels old-fashioned, with the hydraulic assistance passing on the sort of low-intensity feedback that electric systems filter out as unwanted noise. Plus, the car’s chassis wants to understeer. Some will simply see sufficient appeal in a Pininfarina-designed four-seater with a Ferrari-built engine to justify the price.